Rotary valve for internal-combustion motors



M. B. JACKSON, JR

ROTARY VALVE FOR INTERNAL COMBUSTlON MOTORS. APPLICATION FILED JAN. 31,. 1920.

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3 SHEETS-SHEET l M. B, JACKSON-JR. ROTARY VALVE FOR INTERNAL COMBUSTION MOTORS.

APPLICATION l 'lLED JAN. 31, I920.

Patented Mar. 21,1922.

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ROTARY VALVE FOR INTERNAL COMBUSTION MOTORS. APPLICATION FIL'ED JAN. 31, 1920.

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STATES PATENT OFFICE.

MAUNSELLBOWERS JACKSON, 3131., OF TORONTO, ONTARIO, CANADA, ASSIGNOR TO THE MASTER-VALVE COMPANY, LIMITED, 033 TORONTO, ONTARIO, CANADA.

ROTARY VALVE FOB INTEBNAL-GOMBUSTION MOTORS.

Specification of Letters Patent.

Patented Mar. 21, 1922.

Application filed January 31, 1920, Serial No. 355,520.

T (LZZ 'wito nm't may concern.

Be it known that I, NIAUNSELL Bownns JAoKsoN, Junior, a subject of the King of Great Britain, of the city of Toronto, in the county of York, Province of Ontario, Canada, have invented certain new and useful Improvements in Rotary Valves for In.- ternal-Oombustion Motors, of which the following is a specification.

This invention relates to valves of the rotary tubular type in which the same v'alve controls both the inlet and exhaust, and my objects are (1) to balance the pressure of the gases in the combustion chamberofthe engine against the valve, (2) to utilize the heat of the exhaust gases in the valve to warm the incoming combustible mixture thereby cooling the valve and the exhaust gases, (3) to provide a valve which will not warpwhen heated, (4:) to provide a valve which rotates at one quarter the speed of the crank shaft of the motor,- and (5) to construct the valve so that it may be adapted for use with a multicylinder motor by coupling the necessary number of valve sections end to end.

I attain my object by means of the constructions hereinafter described and illustrated in the accompanying drawings in which- Fig. 1 is a longitudinal section through the cylinder head of an internal combustion motor provided with a valve constructed in accordance with my invention;

Fig. 2 a similar view of the tubular valve in a different position;

Fig. 3 a transverse section through parts of two cylinder heads provided with my improved tubular valve;

Fig. 4 an end. view of one of the valve sections; and

Fig. 5 a plan view, partly in section, of a cylinder head showing more particularly the method of driving the valve.

In the drawings like numerals of reference indicate corresponding parts in the different figures.

1 is a cylinder head in which is formed the combustion chamber 2. Transversely of the head is formed the bore 3 adapted to receive the tubular valve a, which is preferably formed in sections, as hereinafter described, when applied to a multicylinder engine. The ports 5 are formed in the cylin der head leading from the combustion chamcylinder head is provided with water spaces 7 substantially surrounding the bore 3 and the ports 5. Impractice, such spaces will, of course, be suitably connected with a water circulating system.

One or more oil holes 8 will also be provided leading to the bore 3 to permit ofthe proper lubrication of the tubular valve.

If, as indicated in Fig. 3, my invention is applied to a multi-cylinder engine, the valve is divided into as many sections as there are cylinders, and these sections are detachably coupled in such a manner that each section is rotarily adjustable relative to the others, so that the timing of the inlet and exhaust of each cylinder may be suitably arranged.

For the purpose of coupling the valve sections I provide the end of each section with a series of holes into which are fitted the dowels 9. When two sections are fitted end to end, these dowels form a rotative connection between the two. At the same time, it is evident that one section may be rotarily I adjusted relative to an adjacent section by engaging the dowels with suitable holes in the ends of the two sections, so as to bring the ports of the two sections into suitable angular relationship.

The valve may be driven by means of the driving connections shown particularly in Fig. 5/ 1O is a coupling member provided with holes similar to the holes in the ends of the valve sections for the reception of the dowels 9 of the end sections. This coupling member has a stub shaft 11 formed thereon, which is suitably keyed to the hub 12 of the gear wheel 13. The hub of this gear wheel has suitable hearings in the side of the cylinder head, ball bearings 14 be ing preferably employed as shown. Snitable packing 15 is employed to prevent escape of gases round the shaft 11.

Within the-hub of the wheel 13 is located a coil spring 16. which engages the gear wheel and the end of the stub shaft, and this 7 maintains the coupling 10 in proper engagement with the end of the adjacent section of the valve 4.

The gear wheel 13 may be driven from the crank shaft in any desired manner. For a reason which will hereafter appear, it will be driven at one quart-erof the crank shaft speed.

The formation of the tubular valve in sections facilitates greatly the manufacture of theengine and overcomes all the difficulties due to warping which occures if a one piece tubular valve be employed serving a plurality of cylinders. Each valve section is divided by a partition 17 into an inlet chain ber 18 and an exhaust chamber 19; As two inlet ports 20 and two exhaust ports 21 are employed in each section of the valve, the

partition 17 is U-shaped as shown particularly in Fig. 3. The inlet ports 20 are prefera-bly located outside the walls of the partishown). passages 22 and 23 between two adjacent taneously into alinement with the ports 5 in the cylinder, head,whereupon the charge of combustible mixture is drawn into the cylinder. After the compression and combustion strokes in the cylinder have taken place, the exhaust ports 21 are simultaneously brought into alinement with the ports 5 and exhaust takes place, 5

It appears then that at all times the pressures on the tubular valve are balanced, which materially reduces the difliculty of lubrication and reduces-the wear' on the valve,

which has heretofore militated against the general use of tublar valves. i

The low speed of the valve relative to the crank shaft speed also helps in reducing the wear and simplifies the problem of lubrication. 1

To provide for the introduction of the combustible mixture into the inlet chambers 18 of: the valve, and the exhaust of the products of combustionfrom the chamber 19, I

form in the cylinder heads the inlet passages 22 and the exhaust passages 23, which, in practice, will be suitably connected with the intake and exhaust manifolds (not In a multi-cylin'der engine, the

cylinders mayfbe common to the two cylinders. At the outside of each end cylinder of a multi-cylinder-j; engine, i however, one

passage 22 or 23 serves one cylinder only. Each'valve section at each end is provided with a series ofopenings 2 1 forming communication between the inlet passage and the inlet chamber 18, or the exhaust passage 23 and the exhaust chamber 19 as the case may be. The inlet and exhaust chambers of the valve sections are thus at alltimes in connection with the inlet and exhaust passages in the cylinder heads,while the inlet and exhaust chambers of the valve sections are alternately brought into communication with the ports 5 of each cylinder head hereinbefore described.

It will be noted that the cool incoming combustible mixture flowsthrough the tubular valve in contact with the partition 17 so the partition is cooled and the mixture warmed, both desirable results.

I deem it preferable, however, to protect .the partition; 17 from the hot exhaust gases by securing thereto a shield 25 which is held spaced therefrom and may be made of any metal having a sufficiently high melting point or any tough refractory material.

-The partition will always be formed of sheet metal welded to the valve, preferably by casting its edges in the metal of the valve. The-partition being of thin flexible material will not distort the tubular valve by expansion. and being protected by the shield will possess all necessary durability. The serious trouble experienced with cast valves of this type is thus entirely overcome and with a balanced two-ported arrangement. 1

lVhat I claim as my invention is 1. In an internal combustion motor provided with a plurality of cylinders, the combination of a plurality of cylinder heads having alined bores for the reception of a tubular valve; a tubular valve rotatable in said bores and ada-ptedto control the introduction of the combustion mixture to the various cylinders and the exit of the exhaust gases, said valve being formed in sections one for each cylinder; and detachable con plings for said sectionsadapted to permit of a rotary adjustment of the sections relative to one another.

2. In an internal combustion motor pro vided with a plurality of cylinders, the coma bination of a plurality of cylinder heads having alined bores for the reception of a tubular valve; a tubular valve rotatable in said bores and adapted to controlthe in- 12 troduction of the combustible mixtiue to the various cylinders and the exit of the exhaust gases, the said valve being formed in sections rotatively adjustable relative to one another; inlet and exhaust passages formed in the cylinder heads leading to said bores, adjoining cylinders havinga common. passage located between thcm; partitions in said valve, one for each cylinder, dividing the valve into inlet and exhaust chambers, opencommunications between the inlet and ex haust chambers of the valve and the inlet and exhaust passages of the cylinder heads.

3. A tubular valve for an internal coinbustion motor comprising a hollow cast metal cylinder having inlet and exhaust ports formed in its well; and a U-shaped sheet metal partition separating the inlet 10 from the exhaust ports, said partition having its edges cast into the metal of the Wall of the valve.

4. A valve constructed as set forth in claim 3 provided With a protective lining for the exhaiist side of the U-shaped partition secured to the partition but spaced therefrom.

Signed at Toronto this 23rd day of January, 1920.

V MAUNSELL BOWERS JACKSON, Jr. 

